Railway traffic controlling apparatus



Oct. 25, 1955 J. R. BABCOCK ETAL RAILWAY TRAFFIC CONTROLLING APPARATUS 5 Sheets-Sheet 1 Filed Oct. 9, 1951 INVENTORS' Joel RBabcocK mad y Jim 15' Cadznczn.

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Mme gwroezvzy Oct. 25, 1955 J. R. BABCOCK ETAL RAILWAY TRAFFIC CONTROLLING APPARATUS 5 Sheets-Sheet 3 Filed Oct. 9 1951 INVENTORS Joel H. Babcocli' and By [1 a 7 Odd/220x12.

THEIR ATTORNEY Oct. 25, 1955 J. R. BABCOCK ETAL RAILWAY TRAFFIC CONTROLLING APPARATUS 5 Sheets-Sheet 4 Filed Oct. 9 1951 T d. m m

1 mww o ill V m mw L H Um 4 2 f Oct. 25, 1955 J. R. BABCOCK ETAL RAILWAY TRAFFIC CONTROLLING APPARATUS 5 Sheets-Sheet 5 Filed Oct. 9 195] wt $51 mi u E r INVENTOR5 Joel H. Babcocb and [Pa 1 7 Cadmaa.

THEIR 4TZ OHNEY United States Patent 6 RAILWAY TRAFFIC CCNTROLLING APPARATUS Joel R. Babcock, Wilmington; N. .',.and5lra F. Cadman, St. Louis, Mo., assignors, to: Westinghouse Air- Brake Company, Wilmerding, Pm, acorporationof Pennsyle Vania Application October 9, 1951, Serial No. 250,434

13 Claims. (Cl. 246-26) Our invention relates to railway traffic controlling apparatus. More particularly, our: invention relatesto apparatus of'the type known as traffic locking apparatus, by means of which traflic governing devices such; for example, as signals, for any given stretch of railway track, are, inpart, controllable through manually or automatically controlled traffic direction controlling means, and are, in part, controllable by trafiic responsive detecting means, for at times directing traffic movements in a given direction over a given stretch of railway track, and for at other times directing traific movements in the, opposite direction over the same stretch of track.

One form of-trafiic locking apparatus, which has been used, requires joint action by persons at two-diiferent control stations for manually controlling traflic: movements inboth directions over a stretch of railway track. Each of the two control stations may be provided with an-;interlocking machine, and each interlocking machine may be equipped with a traflic lever which ismechanically interlocked with a signal lever which controls a signal for governing traflic movements onto the corresponding endof the stretch of railway track.

In apparatus embodying our invention, no separate trafficlevers are employed. Instead, trafiic direction con-. trolling apparatus, in our invention, iscontrollable by manually operable signal levers and by traifi'curesponsive means. The traflic direction controlling apparatus, in turn, in conjunction with traflic responsive, means such, for example, as track relays, controls signals for governing traffic movements in opposite directions over the-con responding stretch of, railway track.

In some forms of trailic locking apparatus, traffic. direction control circuits are employed which include. front contacts of tralfic responsiverelays, such, for example, asgtrack relays, which are normally energized, but which become deenergized in response to occupation of corresponding portions of a stretch of-railway track-by, a train. In such forms of traflic locking apparatus, thetraflic direction control circuits become deenergized when a train enters a corresponding stretch of track, and remain deenergized until the train has left the correspondingstretch of track.

Also, in some forms of traflic. locking apparatus, traffic direction control circuits are employed which; include a plurality oftraiiic direction control relays, ,one forieach: signal, connected in series.

An object of our invention is the prov-isionof' noveland improved trafliclocking apparatus, in whichonly one traflic control relay isremployed for each direction of traffic movements over any given stretch of railway track, and'inwhich each of the trafliccontrol relays--ma-y be controlledto become energized, while the; other traffic control relay remains deenergized, for a train tomove in a corresponding direction over: the-,givenstretchof rail? way track, and also in which the trafiic, control relay whichis energized whenv a train enters. the givenst-retch of track is retained in the, energized condition until the givenlstretch of track againbecomes unoccupied.

2,721,932 Patented Oct. 25, 1955 A feature of our invention,,for accomplishing this object, is the provision of a novel-and-improved traflic locking circuit control arrangement, in which the tratiic control relays for both directions of trafiic movements are normally deenergized, and in which the signal control circuits for both directions oftraflic movements are also normally deenergized.

Another feature of our invention is the'prov-ision of an arrangement in which each trafiic control relay is located adjacent the leavingend of astretch of track, for the corresponding direction of trafl'i'c movements, and is energized by a circuitwhich is supplied with current adjacent the opposite or entering endof the: stretch of track, and in which each of these, circuits: is sectionalized and is controlled by traflic direction stick: relays for retaining the corresponding tralfic controlirelay energized ahead ofa train as the train movesover the stretch of track. 7

Still another feature of our invention is'the provision of novel and improved means forcontrollingan electric lock for a track switch at an intermediate point in a stretch of track;

Another featureof our invention is the provision of novel and improved means for directing trafiic movements from an auxiliary track over a track switch at an intermediate. point' of astretch of' track while the stretch of track is already occupied by atrain: moving away from the switch.

Applicants invention; asvindicated by the foregoing paragraphs concerning its object and features, relates to a railway traflic locking control arrangement in'which only; one trafiic control relay is employed for each direction ofv traflic movements over any given stretch of: main railway track;.in which both traflic control relays are; normally deenergized, andthe signal controlcireuits for bothvdirections of; traflic'movements are alsonormally deenergized; in which eachofthe trafliccontrol relays is located adjacent the leaving end of a stretch-of-traclc, for the corresponding direction of trafilc. movements, ,and is energized-by a circuit which is' supplied with:current adjacent the. opposite: or entering endof the stretch of track; in which each of the traflic control circuits; includes, and is sectionalized by, back contacts of tra-flic direction stick relays, and is controlled by thet trafiic direction stick relaysfor retaining the. corresponding trafficcontrol relay, energizedv ahead of a train as the: train moves over the stretch ofltrackyin which-each ofthe traffic control relays, upon becoming energized, efiects; energization of signal control relays for signalsfor the corresponding direction'of trafiic movements; in-which a'switch indication relay for arailway track, switch in said stretch of track, upon becoming deenergized, effects energization of each' of the trafiic control relays; and which includes a traflicstick relay and a first andla-rsecond auxiliary direction-control relay for controllingrthe traffic..control relays when a train moves over. the switch from an auxiliary'tracktorthe main track.

We shall describe one form of apparatusembodyingour invention, and shall then point out the novelfeatures. thereof in claims,

The accompanying drawings, Figs. 1a,,1b, 10,: 1d and le, when placed end to end, in the: order named, with Fig. la on the left, constitute a diagrammatic viewshowing one form of apparatus embodying our inventionfor a stretch of mainrail'way track' which is provided with a plurality of signals for governingtrafiic movementslin opposite directions over the stretch of main railway track, and which is provided with a track switch at an intermediate point for connecting an auxiliary track with the main track; including a traffic control relay for each direction of traffic movements, each normally deenergized; including control circuits, normally deenergized,

for the plurality of signals for governing trafiic movements in opposite directions over the stretch of main track; including means for controlling an electric switch lock for the track switch at an intermediate point in the stretch of main track; and including means for controlling the signals for governing traffic movements in opposite directions away from the track switch at the same time.

Similar reference characters refer to similar parts in the drawings.

Referring further to the drawings, a stretch of main railway track is shown connected, adjacent one of its ends, with an auxiliary track, designated by the reference character X, by a switch 1, and is shown connected, at an intermediate point, with a second auxiliary track, designated by the reference character W, by a switch 5, and is also shown connected, adjacent its other end, with a third auxiliary track, designated by the reference character Z, by a switch 9. In order to simplify the drawings, each track, comprising two parallel series of track rails, is represented by a single line.

The main railway track is divided by insulated joints 10 into sections designated by the reference characters L2T, 1T, RZT, 4T, 5T, 7T, L4T, 9T and RST. Each of the track sections is provided with a track circuit includ ing a suitable source of current, such, for example, as a battery 11, connected across the rails adjacent one end of the section, and a traffic responsive track relay, designated by the reference character R preceded by the reference character for the corresponding section, connected across the rails adjacent the opposite end of the section.

Signals, designated by the reference characters RA2, RB2, 4S and 6S, govern traffic movements over the stretch of main track toward the right, as shown in the drawings, which we shall assume is the eastbound direction, and a signal, designated by the reference character R8, governs eastbound trafiic movements leaving the stretch of track. Signals, designated by the reference characters LA8, LB8, 7S and 3S, govern westbound traflic movements over the stretch of main track, and a signal, designated by the reference character L2, governs westbound traffic movements leaving the stretch of track. The signals may be of any suitable design, such, for example, as the well-known color light type, comprising a green or clear proceed lamp G, a yellow or caution proceed lamp Y, and a red or stop lamp R, as shown in the drawings.

A block for any given signals includes the portion of the track which extends from the given signal to the next signal in advance which governs traflic movements in the same direction as the given signal.

A first trafiic control relay, designated by the reference character ZRF, for controlling the signals which direct eastbound trafi'ic movements over the stretch of track, is located adjacent the east end of the stretch of track. A second traflic control relay, designated by the reference character SLF, for controlling the signals which direct westbound traffic movements, is located adjacent the west end of the stretch of track. Relays ZRF and 8LF are normally connected in a closed circuit path which does not include any source of current, and are therefore normally not energized.

Polarized signal control relays, for controlling the signals which direct trafiic movements over the stretch of track, are designated by the reference character HD preceded by the numeral of the reference character for the corresponding signal. These relays are normally not energized. The HD relays which control eastbound signals become energized in response to energization of the first or eastbound traffic control relay ZRF, and the HD relays which control westbound signals become energized in response to energization of the second or westbound trafiic control relay 8LF.

The various control circuits can be supplied with energy from any suitable source of current such, for exam- 4 ple, as a battery Q, having terminals B and N, shown in Fig. 1a.

Energization of the eastbound trafiic control relay ZRF can be effected by energization of a first or eastbound traffic locking relay, designated by the reference character ZRTL, shown in Fig. 1a. Energization of the westbound traific control relay 8LF can be effected by energization of a second or westbound trafiic locking relay, designated by the reference character 8LTL, shown in Fig. 1e. Relay 2RTL, when energized, prevents energization of relay 8LF, and relay 8LTL, when energized, prevents energization of relay ZRF. Also, relay 8LF, when energized, prevents energization of relay ZRTL, and relay ZRF, when energized, prevents energization of relay 8LTL.

Energization of the eastbound traffic locking relay 2RTL can be effected, either manually or automatically, through energization of a first polar control relay, designated by the reference character RZHS, of a type, which, when deenergized, retains its contacts in the position to which they were last operated. Relay RZHS has two control windings, designated by the reference characters a and b, respectively. Energization of relay ZRTL will then be continued by circuits including back contacts of relays, designated by the reference characters ZRAS and lTP, respectively.

Relay 1TP, which we shall refer to as a first track repeater relay, is of the slow pickup type, and is controlled by a front contact of track relay lTR.

Relay 2RAS, which We shall refer to as a first locking stick relay, is associated with signal RAZ, and is controlled by relays RZHS and 1TR, and also by a time element device, shown as a relay, designated by the reference character 2TE, and by a route relay, designated by the reference character ZBPR, and by a neutral signal control relay, designated by the reference character RAZH. Time element relay ZTE, is controlled by back contacts of relays 2RAS and RAZH, and by relays RZHS and ZBPR.

Relay ZBPR is controlled by relays RZHS, RZHD and lTR, and by a normal switch circuit controller con tact, designated by the reference character IWC, operated in conjunction with switch 1, and which is normally closed while switch 1 is in the normal position, but becomes opened when switch 1 is moved to the reverse position.

The control winding a of relay RZHS is controllable manually, by a first signal control lever, designated by the reference character RZV, while a first communication relay, of a slow release type, designated by the reference character 2RP, is energized, and is controllable automatically by a trafiic responsive device such, for example, as track relay LZTR, if relay 2R? is deenergized. Control winding b of relay R2HS is controllable by a back contact of relay 1TR.

Lever R2V has a normal position It, in which it is shown in Fig. la of the drawings, and reverse control positions 1 and r to the left and right of position it, as shown. Lever RZV is biased toward its n position by suitable means which may, for example, be springs, designated by the reference characters in and m connected between lever RZV and fixed blocks, designated by the reference characters fp and rp, respectively.

A second neutral signal control relay, designated by the reference character L2H, is controlled by relay lTR and by a second signal control lever, designated by the reference character L2V which has a normal position it and a reverse position 1.

As shown in Fig. 1a, relay ZRP is normally energized over a communication line, designated by the reference character 12, and is controlled by a manually operable device shown as a push button circuit controller, designated by the reference character ZDB. If the communication line should become broken, or if device ZDB is opened, relay 2RP will become deenergized.

Relays ZRP and RZHS may be controlled by apparatus which lShSllIl'llfil to thatwhich: isshown-inleuers Patent o1the- United- States; No. 2,520,838, granted August-29, 1950; to Thomas W. Hays, for Emergency Control Apparatus for Centralized. Traffic Control Systems, except that relay. RZHS is shownin the present applicationasbeing controlled automatically by an approaching train instead of being controlled manually, as shown in the patent, under an emergency condition in which an emergency relay such as relay 1BR or relay 3BR, shown in the patent, becomes energized. A communication system by which relays ZRP and RZHS may becontrolled can be similar to that which is shown in LettersPatent of the United States No, 2,411,375, issued November 19, 1946 to Arthur P. Jackel, for Remote Control Systems. In order to simplify the drawings and specification, however, a simplified diagrammatic control arrangement is shown in thepresent application.

Signal L2 is controlled by relay L2H so'that, while relay L2H is deenergized, lamp, R- of-signal L2 is lighted, and when relay L2H becomes energizechlamp, Y or lamp G of signal L2, as selectedby traffic conditions in advance of signal L2, not shown, will be lighted.

Signal RA2 is controlled by relays RAZlLandRZHD.

A direction stick relay, of a slowrelease.type,,designated by the reference character 2RS,,will become energized by a pickup circuit when an eastbound train enters section 1T while relay RZHD is energized. Relay 2R8 will then remain energized by stick circuits while the train occupies sections IT and RZT, which constitute the block for signal RA2.

Energization of the second or westbound traffic locking relay 8LTL is controlled, similarly to relay ZRTL, by a second polar control relay, designated by. the reference character LSHS, andby back contacts of a second track repeater relay anda second locking stick relay, designated by the reference characters 9TP- and S'LAS, respectively, shown in Fig. 1e, all of which are. controlled similarly to the corresponding relays shown in Fig. 1a.

A second route relay, designated by the reference character SBPR, is controlled similarly to relay ZBPR.

A third signal control lever, designated by the reference character L8V, is similar to lever R2V already described.

A second communication relay, designated by the-reference character SLP, shown in Fig. le, is controlled similarly to relay 2RP, shown in Fig. 1a.

A third neutral signal control relay, designated by the reference character RSH, shown in Fig, lefor con: trolling signal R8, is controlled similarly to relay L2H. A fourth neutral signal control relay, designated by the reference character LA8H, is controlled similarly to relay RA2H.

Signals R8 and LAS are controlled similarly to the way in which signals L2 and RA2, respectively, are. controlled as already described.

A slow release direction stick relay, designated by the reference character 8LS, shown in Fig. 12, is controlled similarly to relay 2R8, shown in Fig. la.

Direction stick relays, designated by the reference char: acters 3W8 and 4E5, associated with signals 38 and 43, respectively, are controlled similarly to relay 2R8, and each of the relays 3W8 and 4E5 is also controlled by; a back contact of the other, and relay 4E8 is also controlled by a front contact of an auxiliary direction control relay, designated by the reference character 4Z.

Direction stick relays, designated by the reference characters 6E8 and 7W8, associated with signals 68 and 75, respectively, are controlled similarly to relays 3W3 and 4E3, respectively, the control circuits for relay 7W8 including also a front contact of an auxiliary direction control relay 7Z, 7

Signal control repeater relays are provided for the polarized signal control relays 3HD, 4HD, 6HD and 7HD associated with. signals, 3S, 48, 6S, and 78, respectively.

Each of the signal control repeater-relays-istcontrolled by a front contact of the corresponding polarized signal control relay, and is of the slow pickup and slow release type. Each of the signal control repeater relays is desig nated by the reference character P preceded by the reference character for the corresponding polarized signal con-v trol relay.

The auxiliary direction control relays 4Z'and 72 are controlled by back contacts of east and west switch-lock control relays, designated by the reference characters EAR and WAR, respectively, and by front contacts of a switch indication relay, designated by the. referencechar acter NWK, and also by track relays. Relays EAR'and WAR will also be referred to as first-and second switch lock control relays, respectively.

Track switch 5, located at an intermediate point in the stretch of track shown, is provided with an electric switch lock having a lock magnet, designated by the reference character W L.

A lock bar 14 is rigidly secured-to switch 5 for engagement with a dog 15 by means of which theswitchmay be locked in its normal position, in which it is shown in Fig. 1c of the drawings; Dog 15 is actuated by meansof a manually operable switch lock lever which is designated by the reference character 5V, and which has normal and reverse positions designated by the reference characters 21 and 1', respectively.

Movement of lever 5V is controlled by lock magnet WL which has an armature provided with a dog 16 for engagement with notches ina-lock segment 17. The armature of magnet WL also operates a back contact 19. Segment17 is rigidly connected with lever 5V, and istherefore operated by lever 5:V.

A switch circuit controller contact SWC, operated in conjunction with switchfl', is normally closed, but becomes opened when switch 5 is reversed.

Contacts 18' and 139- associated with the switch: lock may be operated in any suitable manner such, for ex, ample, as by the bow 188 of a padlock P forswitch lock lever 5V. When padlock P is removed from the switch lock lever, contact 18 becomes opened and contact'139 becomes closed.

A switch indication relay, designated by the reference character NWK, is controlled by contacts 18 and 19 of padlock P and switch locktcontrol magnet WL, and also by switch contact 5W0, all of which are normally closed, and therefore relay- NW-K is normally energized while switch 5 is locked in the normal position, shown in Fig 1c of the drawings.

Whencontact 18, operated by bow 188, of padloclerP, becomes opened, relayNWK becomes deenergized,;and its contacts 101, 102, 111 and 112:become opened at theirfront points, therebydisconnecting relays 4HD and 7HD from their control circuits. Contacts 101;,102, 111 and 112.then become closed at their back points and connect relays EAR and WARto portions of the control circuits, for relays ll-ID and-7HD, respectively. At-the same. time; terminals B and N are connected across conductors 61 and 70, inthe closed circuit path for relays 2RF and SLE by contacts 173 and 174, respectively, of relay NWK, adjacent switch 5.

A traflic stick relay, designated by the reference char.- acter FSR, is controlled to become energized when relay NWK is. deenergizedt while both switch lock control relays EAR and WAR are energized.

Having described, in general, the arrangement and control of the apparatus shown by the accompanying drawings, we shall now describe, in detail, its operation;

As shown by the drawings, all track sections are unoccupied, and therefore all track relays and, the track repeater relays lTP and 9TP are energized; eaclr ofnthe levers RZV, .L2V, 5V, RSV and L8V isin the n position; each of the switches 1, 5 and 9 is in itsnormal position; the reverse polar contact of each of the relays RZHS, and LSHS, is open; relays ZRP, 2RAS, 4Z, NWK-, 7Z, 8LAS,

and 8LF are energized; relays RZHS, ZBPR, L2H, RAZH, RZHD, 8LF, 2RTL, ZRS, 4HDP, 4HD, 3W5, 4E5, 3HD, 3HDP, EAR, FSR, WAR, 6HDP, 6HD, 7W8, 6E8, 7HD, 7HDP, 8L5, 8LTL, 2RF, LSHD, LASH, RSH, LSHS, and 8BPR are deenergized; time element devices 2TB and STE are deenergized; and red lamp R of each of the signals is lighted.

The circuit by which lamp R of signal RA2 is lighted passes from terminal B, through the back point of contact 20 of relay RA2H, and lamp R of signal to terminal N. Lamp R of signal LA8 is lighted by a circuit which is similar to the circuit just traced for lamp R of signal RA2. Lamp R of signal L2 is lighted by a circuit passing from terminal B, through the back point of contact 22 of relay L2H, and lamp R of signal L2 to terminal N. Lamp R of signal R8 is lighted by a circuit which is similar to the circuit just traced for lamp R of signal L2. Lamp R of signal 3S is lighted by a circuit passing from terminal B, through the back point of contact 23 of relay 3HDP, and lamp R of signal 38 to terminal N. Lamp R of each of the signals 4S, 6S and 78 is lighted by a circuit similar to the circuit just traced for the red lamp R of signal 35.

Relay 2RP is energized by a circuit passing from terminal B, through circuit controller 2DB, communication line 12, and the winding of relay ZRP to terminal N. Relay 8LF is energized by a circuit which is similar to the circuit just traced for relay 2RP.

Relay lTP is energized by a circuit passing from terminal B, through contact 34 of relay ITR, and the winding of relay lTP to terminal N. Relay 9TP is energized by a circuit which is similar to the circuit just traced for relay 1TP. Relay 2RAS is energized by a stick circuit passing from terminal B, through contact 36 of relay R2HS closed in the normal position, contact 39 of relay RAZH, front point of contact 42 of relay 2RAS, and the winding of relay 2RAS to terminal N. Relay 8LAS is energized by a stick circuit similar to the circuit just traced for relay 2RAS.

Relay 4Z is energized by its circuit which passes from terminal B, through contacts 50 and 51 of relays EAR and NWK, respectively, in multiple, front point of contact 52 of relay STR, front point of contact 53 of relay 4TR, and the winding of relay 4Z in multiple with resistor 4t to terminal N. Relay 7Z is energized by a circuit which is similar to the circuit just traced for relay 4Z. Each of the relays 42 and 7Z is made slow releasing by the resistor connected in multiple with its winding.

Relay NWK is energized by a circuit passing from terminal B, through contact 18 of padlock P, contact 19 of lock magnet WL, switch circuit controller contact SWC, and the winding of relay NWK to terminal N.

Relays 2RF and 8LF, as shown in the drawings, are connected in series with each other in a closed circuit path without any source of current, this circuit path passing from the winding of relay 8LF, through the back points of contacts 57 and 58 of relays 2RTL and 2RS, respectively, back points of contacts 59 and 60 of relays 3WS and 4E5, respectively, conductor 61, back points of contacts 62 and 63 of relays 7WS and 6ES, respectively, back points of contacts 64 and 65 of relays 8L8 and 8LT L, respectively, winding of relay 2RF in multiple with a resistor 2t, back points of contacts 66 and 67 of relays SLTL and 8LS, respectively, back points of contacts 68 and 69 of relays 6E5 and 7WS, respectively, conductor 70, back points of contacts 71 and 72 of relays 4ES and 3WS, re spectively, back points of contacts 73 and 74 of relays 2RS and 2RTL, respectively, and the winding of relay 8LF in multiple with resistor 81.. Relays 2RF and 8LF are made slow releasing by the resistors connected in multiple with their windings.

We shall assume that, with the various parts of the apparatus in the condition just described, an eastbound train is to move past signal RA2 over the stretch of track shown in the accompanying drawings between signals RA2 and LA8. A leverrnan or a dispatcher will therefore move lever R2V to the r position for effecting energization of winding 11 of relay R2HS by a reverse control circuit which passes from terminal B, through contact 75 of lever R2V in the r position, front point of contact 77 of relay 2RP, winding a of relay R2HS, front point of contact 78 of relay 2RP, and contact 79 of lever R2V closed in the 2' position, to terminal N. Relay RZHS will therefore move its contacts 36, 82 and 123 to the reverse or right-hand position as shown in Fig. la of the drawings. Lever R2V will then be returned by the springs fn and rn to its normal position 11, thereby deenergizing winding a of relay R2HS, but the contacts of relay RZHS will remain in the reverse position to which they have just been operated.

With contact 82 of relay 2RHS closed, relay 2RTL will be energized by a circuit passing from terminal B, through contact 82 of relay R2HS, contact 85 of relay SLF, and the winding of relay 2RTL to terminal N.

With relay 2RTL energized, relay 2RF will then become energized by a circuit passing from terminal B, through a resistor t, front point of contact 57 of relay 2RTL, and thence over the portion of the closed circuit path, previously traced for relays 2RF and 8LF, which includes the back points of contacts of the direction stick relays and of relay SLTL, and the winding of relay ZRF, and thence passing through the front point of contact 74 of relay ZRTL to terminal N. Relay ZRF, upon thus becoming energized, will open its back contact 155 in the circuit for relay 8LTL, thereby making it impossible for relay 8LTL to be energized for a westbound trafiic movement while relay ZRF is energized for an eastbound traffic movement.

With relay ZRP energized, relay 6HD will become energized by current of reverse polarity passing from terminal B, through a resistor t, contacts 86 and 87 of relays 8LAS and 9TR, respectively, back point of contact 88 of relay R8H, front point of contact 89 of relay 2RF, back point of contact 90 of relay 7HDP, back point of contact 91 of relay 7WS, the winding of relay 6HD, back point of contact 92 of relay 7WS, back point of contact 93 of relay 7HDP, contact 94 of relay L tTR, front point of contact 95 of relay ZRF, and the back point of contact 96 of relay R8H to terminal N. With relay 6HD energized, relay 6HDP will be energized by a circuit passing from terminal B, through contact 97 of relay 6HD, and the winding of relay 6HDP to terminal N.

Relay 6HDP, upon becoming energized, will open its contact 27 at the back point, thereby extinguishing lamp R of signal 68, and will then complete a circuit for lighting lamp Y of signal 68, this circuit passing from terminal B, through the front point of contact 27 of relay 6HDP, contact 28 of relay 6HD closed in the reverse position, and lamp Y of signal 6S to terminal N.

With relay 6HDP energized, relay 4HD will be energized by current of normal polarity passing from terminal B, through a resistor t, front point of contact 98 of relay 6HDP, contact 99 of relay 7TR, back point of contact 100 of relay FSR, front points of contacts 101 and 102 of relay NWK, back point of contact 103 of relay FSR, contact 104 of relay 5TR, contact 105 of relay 4TR, back point of contact 106 of relay 3HDP, back point of contact 107 of relay 3WS, winding of relay 4HD, back point of contact 108 of relay 3WS, back point of contact 109 of relay 3HDP, back point of contact 110 of relay FSR, front points of contacts 111 and 112 of relay NWK, back point of contact 113 of relay FSR, and the front point of contact 114 of relay 6HDP to terminal N. With relay 4HD energized, relay 4HDP will be energized by a circuit similar to the circuit previously traced for relay 6HDP.

With relay 4HD energized by current of normal polarity, and with relay 4HDP energized, lamp R of signal 4S will be extinguished, and a circuit will be completed for lighting lamp G of signal 48, this circuit passing from terminal B through the front point. of contact; 25,. ofrelay 4HDBycontact 26 of relay 4HD closed in the normal'po: sition, and lamp G ofsignal 48 to terminal N.

' With-relay 4HDP'energized, relay R2HD will be ener-. gized by current of normal polarity passing from terminal B,-'through a resistor. t, front point of contact 1160f. relay 4HDP, contact 117 of relay R2TR, back point of con-. tact 118:of relay 8LF, winding ofrelay R2HD, back point of contact 119 of relay 8LF, and the front point of con-. tact 120 .of relay 4HDP to terminal N.

With relay RZHD energized, a circuit will be'completed for energizing relay 2BPR, this circuit passing frornterminal B,- through contact 121 of relay R2HD, contact 122. of relay 1TR, switch circuit controller contact 1W0, contact 123 of relay R2HS, and the winding of relay 2BPR to terminal-N. With contact 36 of relay R2HS closed in the reverse position, and with contact 37 of relay 2BPR closed at. its. front point, relay 2RAS will become deenergized.

With relay ZRAS deenergized, a'circuit will be com? pleted for retaining relay 2RTL energized, this circuit being the same as the-circuit previously tracedfor relay ZRTL' except that it includes contact 84 of relay ZRAS instea'd'of contact 82 of relay R2HS. Withrelay 2RAS deenerized,,a circuit will now be completed for energizing relay RA2H, this. circuit passing from terminal B, through contact-36 of relay R2HS closed in the reverse position, front poin't of contact 37 of relay 2BPR, contact 38 of relay 2RAS, and the winding of relay RA2H to termin'alN'.-

Withrelay RA2H energized, and relay R2HD energized bycurrent of normal polarity, lamp R of signal RA2 will beextinguished, and lamp G of this signal will be lighted by a circuit passing from terminal B, through the front point of contact-20 of relay RA2H, contact 21 of relay RZHD closed in-the' normal position, and lamp G of signal RA2 to terminalN.

We shall assume further that a leverman or dispatcher willnow move lever 'R8V to its r position, thereby-completing a circuit for energizing relay R8H, this circuit passing from terminal B, through contact 124 of lever RSV, contact 125 of relay 9TR, andthe winding of relay R8H- to terminal N. Lamp R of signal R8 Will therefore be extinguished, and lamp Y or lamp G of signal R8 will be lighted according to traflic conditions in advance, over acir'cuit which passes from terminal B, through the front point of contact 33 of relay R8H, and selecting means notshown in the drawings.

With relay RSH- energized, relay 6HD will be energized by-currentof normal polarity in a circuit which is the same asthe circuit previously traced for this relay except that it includes the front points of contacts 88 and '96 of relay RSH instead of the back points of these contacts. With-relay 6HD energized by current of normal polarity, lamp Y of signal 68 will be extinguished, and lamp G of this signal will become lighted by a circuit which is the sameasthecircuit previously traced for lamp Y except that it includes contact 28 of relay 6HD in the normal position.

When an eastbound train now passes signal RA2 onto section 1T, relay 1TR will become deenergized, causing its contact 122 to open, and thereby also deenergize relay 2BPR; Relay 2BPR, upon becoming deenergized, will open, at the front point of its contact 37, the circuit previously traced for relay RA2H, causing relay RA2H to become deenergized. With relay RA2H deenergized, lamp G of signal RA2 will be extinguished, and lamp R of this signal will again be lighted by its circuit previously-traced. Relay 1TR, upon becoming deenergized, completes a circuit for energizing winding b of relay RZHS, this circuit passing from terminal B, through contact 81 of relay ITR, and winding b of relay R2HS to terminal N. With winding b of relay RZHS thus energized, contacts 36, 82 and 123 of relay R2HS will be returned .to their normal positionsv shown in the drawings.

1 .0 Withzcontact. 36 of1relay:.R2HS:.-closed.inuthemormal position andvwith contact 3910f? relay now closed becauseof relay. RA2H being'xdeenergized, relay ZRAS will become energized by -.a :pickup; circuit passing, fromterminal B, throughcontact36. of relay'R2HS closcdsin the normal position, contact 39 0f relay RA2H; contact- 40. of relay:.1TR,' and thewindingof relay 2R:AS..-to ter: minal N. Relay,2RAS, upon becoming energizecLlwill complete its own stick circuit previously traced.

With relay 1TR. deenergized, relay;1TP-will; in turn also be deenergized: because of theopening of contact 34 of relay 1TR.. Relay ZRTL will now. be retained in th energized: condition .by .a third circuit which-is thesame asv the-circuit. first traced. for this relay except-that it in? cludes the back point of contact 83305 relay. lTPzinstead of contact 82 of relay R2HS'.

With relay lTP deenergizedwhile relay R2HD is enerr, gized,:- a, pickup. circuit will. also. be. completed for relay 2R8, this circuit passing from terminal B, through contact 1260f relay lTP; front point ofcontact 127 of relay RZHD, and the-winding ofrelay ZRS to terminal N; Relay 2RS, upon-becoming energized, will complete a stick circuit for itself, which is the-same as the pickup circuit just traced except. that it includes contact 1280f relay 2R8 instead ofsthe front point of contact 127 of relay R2HD. V

With relay ZRS energized; the circuit. previously described for relay 2RF including the back .points of contacts 58 and 73 'of relay 2RS=will be interrupted, but the energization of relay-2RF will becontinued by a circuit including the front points of contacts 58 and 73 of relay 2R8 and the back points of the contacts ofrthe rest of the direction .stickrelays and. of relay 8LTL. It will be noted that the new circuit for relay 2RF does not include any contact; of relay 2RTL as in the case of the first-circuit described for relay 2RF'.

When the eastbound train'enters section R2T, deenergizing relay R2TR, relay- R2HD willbe deenergized because of the opening of contact 117 of relay R2TR'. With relay RZHDdeenergized, asecond stick circuit will 'be completed for relay 2R8, this circuit passing from-terminal B, through the back point-of contact 27 of relay RZH-D, contact 128 of relay2RS', and the winding of relay-2RSto terminal N. RelayZRS will therefore remain energized, by this circuit, as longas relay RZHD is deenergized.

When the train leavessection 1T; relay [IR and, in turn, relaylTP- will become energized, thereby opening the first stick circuit traced for relay ZRS which will, however; remain energized bythe second stick circuit, traced 4TR, relayAHDwillbe deenergizedby theopening of contact 1050f relay-ATR Relay 4HDPwill thereforein turnalso be-deenergized by theopening of contact ofrelay 4HD-L With -relay 4HDP' deenergized, lamp G of signal 48 will' beextinguished, and lamp R will again be lighted by its circuit previously described. With'relay 4Tl%':deenergiz'ed-,'thecircuit previously traced for relay 4Z will be opened'at the fr'ontpoint of-contact 53 of relay 4TR, but-.a-secondcircuit will now be completed for energizing relay=4Z; this'circuit-passing-from terminal B, through'the back point of contact 53' of relay 4TR, and the windingof relay 4Z inmultiple-with resistor 4t to terminal N. Relay 4HDP, on-accountof being of the slow pickup, slowrelease type, does not at once open its front contacts when it becomes deenergized;

Apickupcircuit is therefore completed, for a brief period of time, for relay 4E8, this circuit passing from terminal B; through contact 129 of 'relay4TR, front point of contact 1302of relay-4HDP; contacts 132 and 133 of relays 3WSrand 4Z," respectively, and the winding of relay 4E8 toterminal N; Relay- 4E8, uponbecoming energized, completes a stick circuit which is the same as the pickup circuit just traced except that it includes contact 131 of relay 4ES instead of the front point of contact 130 of relay 4HDP. When relay 4HDP releases its contacts, a second stick circuit will be completed for relay 4ES which is the same as the first stick circuit described for this relay except that it includes the back point of contact 130 of relay 4HDP instead of contact 129 of relay 4TR.

With relay 4ES energized, relay 2RF will be retained energized over a circuit including the front points of contacts 60 and 71 of relay 4ES and a portion of the closed circuit path traced for relays 2RF and 8LF which is shorter than the portions included in the previous circuits traced for relay 2RF, and which does not include contacts of relays 2RS and 3WS.

When the train leaves section R2T, relay R2HD will become energized by current of reverse polarity in a circuit which is the same as the circuit previously traced for this relay except that it includes the front points of contacts 134 and 135 of relay 4E8 and the back points of contacts 120 and 116 of relay 4HDP, instead of the front points of contacts 116 and 120 of relay 4HDP. With relay R2HD energized, the second stick circuit traced for relay 2RS through the back point of contact 127 of relay R2HD will be opened, and therefore relay 2RS will become deenergized.

If the leverman or dispatcher now again moves lever R2V to the r position for energizing winding 11 of relay RZHS by current of reverse polarity, as previously described, relay 2BPR will again be energized, causing relay 2RAS to be deenergized and relay RA2H in turn to again become energized, as previously described. With relay RA2H energized, and with relay R2HD energized by current of reverse polarity, lamp R of signal RA2 will be extinguished, and lamp Y of this signal will be lighted by a circuit passing from terminal B, through the front point of contact 20 of relay RA2I-I, contact 21 of relay R2HD closed in the reverse position, and lamp Y of signal RA2 to terminal N.

When the train enters section 5T, the circuit for relay 4HD will be opened at a second point because of the opening of contact 104 of relay 5TR.

When the train enters section 7T, the circuit for relay 4HD will be opened at another point by the opening of contact 99 of relay 7TR. Relay 7Z will now be energized by a second circuit, passing from terminal B, through the back point of contact 56 of relay 7TR, and the Winding of relay 7Z in multiple with resistor 7! to terminal N.

When the train leaves section 4T, relay 4Z will be energized by a third circuit, passing from terminal B, through the back point of contact 52 of relay STR, front point of contact 53 of relay 4TR, and the winding of relay 4Z in multiple with resistor 4t to terminal N. Also, when the train leaves section 4T, the stick circuit first described for relay 4ES will be opened at contact 129 of relay 4TR, but relay 41-38 will be retained in the energized condition by the second stick circuit, described for this relay, through the back point of contact 130 of relay 4HDP.

When the train leaves section 5T, relay 4Z will again become energized by its circuit first traced.

When the train enters section L4T, relay 6HD will become deenergized because of the opening of contact 94 of relay L4TR in the energizing circuit for relay 6HD. With relay 6HD deenergized, relay 6HDP will also become deenergized, but before relay 6HDP releases its contacts, relay 6ES will become energized by a pickup circuit which is similar to the pickup circuit previously traced for relay 4ES. Relay 6E5, upon becoming energized, will complete a stick circuit which is similar to the stick circuit also previously described for relay 4ES. When relay 6HDP releases its contacts, a second stick circuit will be completed for relay 6ES which is similar to the second stick circuit previously described for relay 4ES.

With relay 6E8 energized, relay 2RF will be retained energized by a circuit including the front points of contacts 63 and 68 of relay 6E8 and which includes a still shorter portion of the closed circuit path previously traced for relays 2RF and 8LF, including contacts of only relays 8LS and 8LTL in addition to the contacts of relay 6ES.

When the train leaves section 7T, relay 7Z will again be energized by its circuit first traced. Relay 4HD Will now be energized by current of reverse polarity in a circuit which is the same as the circuit previously traced for this relay except that it includes the front points of contacts 144 and 145 of relay 6E8 and the back points of contacts 114 and 98 of relay 6HDP instead of the front points of contacts 98 and 114 of relay 6HDP. With relay 4HD again energized, relay 4HDP will also become energized, thereby opening the second stick circuit described for relay 4E8, and causing relay 4ES to be deenergized. With relay 4HDP again energized, relay R2HD will again be energized by current of normal polarity in the circuit previously traced for this relay.

When the train enters section 9T, deenergizing relay 9TR, relay RSI-I will become deenergized by the opening of contact of relay 9TR in the circuit previously traced for relay RSH. With relay RSH deenergized, lamp R of signal R8 will again be lighted by its circuit previously traced. The circuit for relay 6HD will now be opened at another point by the opening of contact 87 of relay 9TR.

When the train leaves section L4T, relay 6HD will still be deenergized because contact 87 of relay 9TR will still be open. The first stick circuit described for relay 6E8, including contact of relay L4TR will now be opened, but the second stick circuit for relay 6E8, including the back point of contact 141 of relay 6HDP will still be closed, and therefore relay 6ES will still be energized.

When the train leaves section 9T, relay 6HD will again become energized by current of normal polarity if lever R8V is in the r position so that relay R8H again becomes energized, or relay 6HD will become energized by current of reverse polarity if relay R8H is deenergized because of lever R8V having been returned to the n position, or if relay R8H were controlled by a front contact of relay RSTR. With relay 6HD energized, relay 6HDP will in turn become energized, thereby opening the second stick circuit for relay 6ES and causing relay 6E8 to become deenergized.

If the dispatcher has not again energized relay R2HS for a following train, and if there is no following train on the stretch of track, causing one of the direction stick relays to be energized, relay 2RF will now become deenergized, and in turn relays 6HD, 4HD and R2HD will also become deenergized.

If, however, the dispatcher has effected the energization of winding a of relay RZHS by moving lever R2V to the r position, thereby causing relay ZRTL to be energized, or if a following train has entered the stretch of track, causing one of the direction stick relays to become energized, relay ZRF will remain energized as long as the following train occupies the stretch of track, or as long as relay 2RTL remains energized because of contact 82 of relay RZHS being closed in the reverse position.

We shall next assume that all parts of the apparatus are again in the normal condition, and that a leverman or a dispatcher again effects energization of relay R2HD for controlling signal RA2 to display a proceed indication, as previously described. We shall assume further that the leverman or dispatcher then decides to cause signal RA2 to again display the stop indication before the eastbound train passes this signal.

The leverman or dispatcher will therefore move lever RZV to the f position, so that winding a of relay RZHS will become energized by current of normal polarity, passing from terminal B, through contact 79 of lever R2V, front point of contact 78 of relay 2R1 winding a of relay 13 RZHS, front point of contact '77 ofrelay 2RP, and contact 75- of le'ver RZV- closed'in the 1 position, to terminal N. With Winding a of relay RZHS energized by current of normal polarity, contact 36 of relay RZHS will be moved to the normal position, thereby deenergizing relay RAZH.

With relay RAZH deenergized, a circuit will be completed for energizing time element device 2TE, passing from terminalB, through contact 36 of relay RZHS closed ingthe normal position, contact 39 of relay RAZH, back point of contact'42 of relay ZRAS, and the winding of time element relay ZIP. to terminal N. Upon the lapse of a measured period of time, relay 2TB will close its contact 41, thereby completing a circuit for energizing relay ZRAS, this circuit passing from terminal B, through contact 36 oi relay REHS closed in the normal position, contact 39 of relay RAZH, contact 41 of time element relay 2TE', and the winding of relay ZRAS to terminal N.

Contact 84 of relay ZRAS, and also contact 82 of relay RZHS will now be open, thereby causing relay ZRTL to become deenergized; With'relay ZRTL deenergized, relay ZRF will in turn be deenergized, causing relays 6H1), 4HD and R2HD to be deenergized successively.

We shall now assume that all parts are again in the normal condition, and that the communication line 12 fails, so that relay ZR? is deenergized. If, now, an eastbound train enters section LET, winding a of relay RZHS will become energized by current of reverse polarity passing from terminal B, through the back point of contact 76 of relay LZTR, back point of contact '77 of relay ZRP, winding 11 of relay RZHS, back point of contact 78 of relay 2R1 and the back point of contact 30 of relay LZTR to terminal N. With Winding a of relay RZHS energized by current of reverse polarity, contact 82 of relay RZHS will closethecircuit previously traced for relay ZRTL, causing relaylRTL to again become energized as previouslydescribed. With relay ZRTL energized, relay ZRF, and in turn, relays 61-11), 41-13 and RZHD will be energized as also previously described, so that the corresponding signals will again display proceed indications for the eastbound train.

When the train enters section 1T signal RAZ will be controlled to display the stop indication, and relay ZRAS will againbecome energized by its first pickup circuit, previously traced.

When the train leaves section LZT, winding a of relay RZHS will become energized by current of normal polarity, passing from terminal B, through the front point of .contact 8! of relayv LZ'ER, back point of contact 78 of relay 2R1, winding of relay RZHS, back point of contact 77 of relay 2R1, and the front point of contact 76 of relay LZTR to terminal N. The operation of the apparatus as the train proceeds further will then be similar to that previously described for an eastbound train movement over the stretch of track.

We shall now assume that the energization of Winding a of relay RZHS by current of reverse polarity is again efiected, either manually or automatically, for clearing the eastbound signals. We shall assume further that an eastbound train then proceeds over the stretch of track as far as section ST, andstops on section T, preparatory to moving over switch 5 in the reverse position to track W.

A trainman will then unlock switch 5 by removing padlock P, thereby opening contact 18 and closing contact 1390f padlock P. With contact 18 of padlock P opened, relay NWK will be deenergized. With relay NWK deenergized, terminals B and N will be connected with conductors 61 and 70, respectively, adjacent switch 5, through a resistor t and contacts 173 and 174, respectively, of relayNWK.

Relay ZRF will then be retained in the energized condition by a circuit including contacts 173 and 174 of relay NWK and the portion of the closed circuit path previously traced for relays 2RF and SLF between switch 5 and relay ZRF.

With relay 5TR deenergized, and with contact 139 ofpadlock P closed, a circuit will be completed for energizing the winding of lock magnet WL, this circuit passing from terminal B, through contact 136 of relay STR, contact 139 of padlock P, and the winding of magnet WL to terminal N. With the winding of magnet WL energized, dog 16 Will be lifted out of engagement with segment 17, thereby permitting lever 5V to be moved to the 1' position for withdrawing dog 15'from engagement with lock bar 14. A trainman'will then move switch 5 to the reverse position.

With relay NWK deenergized, relay 4HD will be disconnected, at the front points of contacts 102 and 111 of relay NWK, from the portion of its control circuit east of switch 5. Relay EAR will then be connected with the east portion of the control circuit for relay 4HD through the back points of contacts 101 and 112 of relay NWK, and relay WAR Will be connected with the west portion of the control circuit for relay 4HD through the back points of contacts 102 and 111 of relay NWK.

When the train has moved over switch 5 onto track W, and a trainman restores switch 5 to its normal position and returns lever 5V to its n position, and also restores the padlock P to the position in which it locks lever 5V, relay NWK Will again become energized by its circuit previously traced. With relay NWK again energized, its contacts 173 and 174 will be opened, and relay ZRF will again be energized by its circuit which includes the front points of contacts 60 and 71 of relay 4E8. With track sections-4T, ST, and 7T again unoccupied, relay 4HD will again become energized, causing relay 4HDP to also, in turn become energized. Relay il-IDP, upon becoming energized, will: open the second stick circuit for relay 4E8, causing relay 4E8 to become deenergized, which will then deenergize relay ZRF. With relay ZRF deenergized, the. eastbound signals will again be controlled to display the stop indication.

When the train is, ready to leave track W and return to the main trackover switch 5, a trainrnan will again remove padlock P, causing relay NWK to again be deenergized; With relay NWK deenergized, relay ZRF will again be energized by its circuit which includes contacts 173and 174 of relay NWK, and relay SLF will also be energized by a similar circuit which includes these contacts. Relay 6HD will then again become energized as previously described, and relay 35D will also, similarly, become energized. With relay 3H1) energized, relay SHDP Willbecome energized by its circuit passing from terminal B, through contact 177 of relay 31-1)), and the Winding of relay SHDP to terminal N.

With relay 3HDP energized and relay NWK deenergizcd, relay WAR will be energized by a circuit passing from terminal B, through a resistor t, front point of contact 106 of relay 3HDP, contact of relay dTR, contact 104 of relay STR, back point of contact 1153 of relay FSR, back point of contact 162 of relay NWK, winding of relay WAR, back points of contacts 111 and of relays NWK and FSR, respectively, and the front point of contact 109 of relay SHDP to terminal With relay 6HDP energized on account of relay til-1D being energized and with relay NWK deenergized, relay EAR will beenergized by a circuit passing from terminal B, through a resistor t, front point of contact $3 of relay GHDP, contact 99 of relay 7TR, back points of contacts and 101 ofrelays FSR and'NWK, respectively, winding of relay EAR, back points of contacts 112 and 113 of relays NWK and FSR, respectively, and the front point of contact 114 of relay 61-1131 to terminal N.

With relays EAR and WAR energized, a second circuit will be completed for energizing the winding of lock magnet WL, this circuitpassing from terminal B, through contacts 137 and 138 of relays EAR and WAR, respectively, contact 139 of padlock P, and the winding of magnet WL to terminal N. A trainman will then move lever 5V to itsr position, thereby withdrawing dog 15' from lock bar 14, and will then move switch to the reverse position.

With relay NWK deenergized, and with relays EAR and WAR energized, a pickup circuit will be completed for energizing relay FSR, this circuit passing from terminal B, through contact 169 of relay NWK, front points of contacts 170 and 171 of relays WAR and EAR, respectively, and the winding of relay FSR in multiple with a resistor Ft, to terminal N. With resistor Ft connected in multiple with the winding of relay FSR, relay FSR will be slow releasing. Relay FSR, upon becoming energized by the pickup circuit just traced, will complete a stick circuit passing from terminal B, through contact 169 of relay NWK, contact 172 of relay FSR, and the winding of relay FSR in multiple with resistor Ft, to terminal N.

When the train on track W enters section 7T, contact 99 of relay 7TR will open the circuit traced for relay EAR, causing relay EAR to be deenergized. With relay EAR deenergized, a second stick circuit will be completed for relay FSR, this stick circuit passing from terminal B, through the back point of contact 171 of relay EAR, front point of contact 170 of relay WAR, contact 172 of relay FSR, and the winding of relay FSR in multiple with a resistor Ft to terminal N.

When the train enters section 5T, contact 104 of relay STR will open the circuit traced for relay WAR, causing relay WAR to also be deenergized. Relay FSR will now remain energized by its stick circuit first traced. With relay WAR deenergized, a third stick circuit will also be completed for relay FSR, passing from terminal B, through the back point of contact 170 of relay WAR, contact 172 of relay FSR, and the winding of relay FSR in multiple with resistor Ft to terminal N.

After the train has moved over switch 5 onto the main track, a trainman will return switch 5 to the normal position, and will restore padlock P to the position for locking lever 5V. Relay NWK will then again become energized by its circuit previously traced.

With relay NWK energized, its contacts 173 and 174 will be opened, but relays ZRF and 8LF will be retained in the energized condition by current supplied to conductors 61 and 70 adjacent switch 5, through a resistor t, over front contacts 175 and 176 of relay FSR. With relay FSR energized, if the train has moved off of section 7T, relay EAR will now be energized over a circuit similar to the circuit previously traced for this relay except that it includes the front points of contacts 100 and 113 of relay FSR instead of the back points of these contacts and the back points of contacts 101 and 112 of relay NWK.

If, now, the train moves westward and enters section RZT at signal 38, relay 3W5 will become energized by a pickup circuit passing from terminal B, through contact 178 of relay RZTR, front point of contact 179 of relay 3HDP,. contact 181 of relay 4ES, and the winding of relay 3W5 to terminal N. Relay 3W5, upon becoming energized, will complete a stick circuit passing from terminal 13, through contact 178 of relay RZTR, contact 180 of relay 3W5, contact 181 of relay 4ES, and the winding of relay 3WS to terminal N.

With relay 3W5 energized, relay SLF will now be energized by a circuit passing from terminal B, through a resistor t, front point of contact 59 of relay 3WS, the portion of the closed circuit path for relays ZRF and SLF betwen signal 38 and relay SLF, and the front point of contact 72 of relay 3WS to terminal N.

When the train leaves section 4T, relay WAR will become energized by a circuit passing from terminal B, through a resistor r, from point of contact 108 of relay 3W5, back point of contact 109 of relay 3HDP, front point of contact 110 of relay FSR, winding of relay WAR, front point of contact 103 of relay FSR, contacts 104 and 105 of relays STR and 4TR, respectively, back point of contact 106 of relay 3HDP, and the front point of contact 107 of relay 3W5 to terminal N. Relay WAR, upon becoming energized, will open the third stick circuit traced for relay FSR, causing relay FSR to become deenergized.

With relay FSR deenergized, relay 2RF, and also relay EAR, will become deenergized. With relay 3WS energized, relay FSR deenergized, and relay NWK energized, relay 7HD will now become enregized by current of reverse polarity, by a circuit similar to the circuit previously traced for relay 4HD for eastbound traffic movements. With relay 7HD energized, relay 7HDP will be energized by its circuit including contact 163 of relay 7HD. With relay 7HDP energized, relay L8HD will now be energized by current of normal polarity in a circuit which is similar to the circuit previously traced for energizing relay RZHD by current of normal polarity for eastbound traffic movements. A leverman or dispatcher could, if he so desired, now elfect energization of relay L8HS, and thereby cause relay SBPR to become energized, and in turn cause relay LASH to become energized to control signal LA8 to display a proceed indication for a following westbound train.

We shall assume that, instead of proceeding westward, the train leaving track W reverses its direction and moves eastward over switch 5 in the normal position toward signal 65. While the train is on section ST or section 4T, relay WAR will be deenergized, so that relay FSR will be energized by its third stick circuit previously described.

When the train enters section 7T, relay EAR will become deenergized. Then, when the train has left sections 4T and ST, relay WAR will again become energized, but relay FSR, being slow releasing, will now remain energized by its second stick circuit, previously traced through the back point of contact 171 of relay EAR and the front point of contact 170 of relay WAR.

When the train enters section L4T at signal 65, relay 6E5 will become energized by a pickup circuit which is similar to the pickup circuit previously traced for relay 3W8. With relay 6E5 energized, relay ZRF will be energized by a circuit passing from terminal B, through a resistor 1, front point of contact 63 of relay 6ES, and the portion of the closed circuit path for relays ZRF and 8LF between signal 68 and relay ZRF, and the front point of contact 68 of relay 6E8 to terminal N.

When the train leaves setcion 7T, relay EAR will become energized by a circuit passing from terminal B through a resistor t, front point of contact 144 of relay 6E8, back point of contact 114 of relay 6HDP, front point of contact 113 of relay PSR, winding of relay EAR, front point of contact of relay FSR, contact 99 of relay 7TR, back point of contact 98 of relay 6HDP, and the front point of contact of relay 6ES to terminal N. With relay EAR energized, the second stick circuit previously traced for relay FSR will be opened at the back point of contact 171 of relay EAR, so that relay FSR will become deenergized, causing relay SLF to in turn also be deenergized.

We shall now assume that, while an eastbound train occupies section 7T, a trainman removes padlock P for a second train to move from track W over switch 5 to the main track. Relay NWK will be deenergized, as previously described, when the trainman removes padlock P from lever 5V.

Relay EAR will become energized, as previously described, when the eastbound train leaves section 7T. With relay NWK deenergized and with relay EAR energized, relay 42 will become deenergized, causing relay 4ES to in turn also become deenergized.

Relay SLF will then become energized on account of relay NWK being deenergized, as previously described. With relay SLF energized, relay 3HD will again become energized, causing relay WAR to in turn also become energized. With relays EAR and WAR energized, the winding of switch lock magnet WL will again be energized, as previously described, so that the leverman can move lever 5V to its r position and then move switch 5 17 to its reverse position for the second train to leave track W.

We have described, for 'a few typical trafllc movements, the operation of one form of apparatus embodying our invention. It is believed that, in view of such description, the operation of the apparatus for any other possible traffic movement can be readily traced by referring to the accompanying drawings.

Although we have herein shown and described only one form of apparatus embodying out invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of our invention.

Having thus described our invention, what we claim is:

1. In railway traific controlling apparatus for a stretch of railway track which is provided with a plurality of signals for governing trafiic movements in a given or first direction and in the opposite or second direction over said stretch of track which comprises a plurality of blocks one .for each signal for each direction of trafiic movements, the combination comprising, a first trafiic control relay, a second traific control relay, a first tralfic locking relay, 2. second traffic locking relay, a plurality of direction stick relays one for each of said signals, means controlled by a train upon passing each of said signals while the signal is controlled to display a proceed indication for energizing the corresponding direction stick relay and for then keeping the direction stick relay energized while the corresponding signal is controlled to display a stop indication, first manually controllable means for energizing said first traffic locking relay, means controlled by a front contact of said first trafiic locking relay for energizing said first traffic control relay by a first main traflic control circuit including back contacts of said direction stick relays and of said second trafiic locking relay, means controlled by said first traific control relay while energized for controlling the signals for said first direction to display proceed indications, means controlled by said direction stick relays for signals for traffic movements in said first direction upon becoming energized consecutively in response to a train moving over said stretch of track for retaining said first trafiic control relay energized over consecutively smaller portions of said first main traific control circuit, second manually controllable means for energizing said second 'tralfic locking relay, means controlled by a front contact of said second tralfic locking relay for energizing said second traffic control relay by a second main traffic control circuit including said back contacts of said direction stick relays and a back contact of said first trafic locking relay, means controlled by said second trafiic control relay while energized for controlling the signals for said second direction to display proceed indications, means controlled by said direction stick relays for signals for tralfic movements in said second direction upon becoming energized consecutively in response to a train moving over said stretch of track for retaining said second traffic control relay energized over consecutively smaller portions of said second main tralfic control circuit, and trafiic responsive means for controlling each of said signals to display a stop indication if the first block in advance of the corresponding signal is occupied by a train.

2. In railway traffic controlling apparatus for a stretch of railway track which is provided with a plurality of signals for governing traific movements in a given 'or first direction and in the opposite 'or second direction over said stretch of track, the combination comprising, a first traffic control relay, a second traific control relay, a first traflic locking relay, a second trafiic locking relay, a plurality of direction stick relays one for each of said signals, means controlled by a train upon passing each of said signals while the signal is controlled to display a proceed indication for energizing the corresponding direction stick relay and for then keeping the direction stick relay energized while the stretch of track is occupied between the corresponding signal and the next signal in advance which governs trafiic movements in the same direction, first man'- ually controllable means for energizing said first trafiic locking relay, means including a front contact of said first trafiic locking relay for energizing said first trafiic control relay over a first main trailic control circuit which includes a back contact of each of said direction stick relays and of said second traffic locking relay, means controlled by said first traflic control relay while energized for controlling the signals for said first direction to display proceed indications, means controlled by said direction stick relays for signals for trafiic movements in said first direction upon becoming energized in response to a train moving over said stretch of track for retaining said first trafiic control relay energized over consecutively shorter portions of said first main traific control circuit, a second manually controllable means for energizing said second traffic locking relay, means including a front contact of said second trailic locking relay for energizing said second traflic control relay by a second main traffic control circuit including back contacts of said direction stick relays and of said first trafiic locking relay, means controlled by said second traffic control relay while energized for controlling the signals for said second direction to display proceed indications, means controlled by said direction stick relays for signals for traflic movements in said second direction upon becoming energized consecutively in response to a train moving over said stretch of track for retaining said second traific control relay energized over consecutively shorter portions of said second main traflic control circuit, and means controlled by a train upon passing each of said signals for controlling the corresponding signal to display a stop indication.

3. In railway trafiic controlling apparatus for a stretch of railway track which is provided with a plurality of signals for governing traific movements in a given or first direction and in the opposite or second direction'over said stretch of track which comprises a plurality of blocks one for each signal for each direction of trafiic movements, the combination comprising, a first trafiic control relay, a second traffic control relay, a first traific locking relay, a second traflic locking relay, a plurality of direction stick relays one for each of said signals, means controlled by a train upon passing each of said signals while the signal is controlled to display a proceed indication for energizing the corresponding direction stick relay and for then keeping the direction stick relay energized while the stretch of track is occupied between the corresponding signal and the next signal in advance which governs traific movements in the same direction, first manually controllable means for energizing said first tralfic locking relay, means including a front contact of said first trafiic locking relay for energizing said first traflic control relay over a first main traffic control circuit which includes a back contact of each of said direction stick relays and of said second trafiic locking relay, means controlled by said first traific control relay while energized for controlling the signals for said first direction to display proceed indications, means controlled by said direction stick relays for signals for traific movements in said first direction upon becoming energized in response to a train moving over said stretch of track for retaining said first trafiic control relay energized, second manually controllable means for energizing said second traific locking relay, means including a front contact of said second trafiic locking relay for energizing said second trafi'ic control relay by a second main tratfic control circuit including back contacts of said direction stick relays and of said first trafiic locking relay, means controlled by said second tratlic control relay while energized for controlling the signals for said second direction to display proceed indications, means controlled'by said direction stick relays for signals for traflic movements in said second direction upon becoming energized .in response to a train moving over said stretch of track for retaining said second trafiic control relay energized, and traflic controlled means for controlling-each of said signals to display a stop indication while the first block in advance of the corresponding signal is occupied by a train.

4. In railway traffic controlling apparatus for a stretch of railway track which is provided with a plurality of signals for governing traffic movements in a given or first direction and in the opposite or second direction over said stretch of track which comprises a plurality of blocks one for each signal for each direction of traflic movements, the combination comprising, a first traffic control relay, a second trafiic control relay, a plurality of direction stick relays one for each of said signals, means controlled by a train upon passing each of said signals while the signal is controlled to display a proceed indication for energizing the corresponding direction stick relay and for then retaining the direction stick relay energized while the train occupies the stretch of track between the corresponding signal and the next signal in advance which governs trafiic movements in the same direction as the corresponding signal, first manually controllable means for energizing said first trafiic control relay over a first main trafiic control circuit which includes a back contact of each of said direction stick relays, means controlled by said first traffic control relay while energized and by trafiic responsive means for controlling each of the signals for said first direction to display a proceed indication if the first block in advance of the corresponding signal is unoccupied, means controlled by said direction stick relays for signals for traffic movements in said first direction upon becoming energized in response to a train moving over said stretch of track for retaining said first traffic control relay energized as long as said stretch of track is occupied, second manually controllable means for energizing said second trafl'ic control relay over a second main trafiic control circuit which includes a back contact of each of said direction stick relays, means controlled by said second trafiic control relay while energized and by trafiic responsive means for controlling each of the signals for said second direction to display 9. proceed indication if the first block in advance of the corresponding signal is unoccupied, and means controlled by said direction stick relays for signals for traffic movements in said second direction upon becoming energized in response to a train moving over said stretch of track for retaining said second traffic control relay energized as long as said stretch of track is occupied.

5. In railway traffic controlling apparatus for a stretch of railway track which is provided with a plurality of signals for governing trafiic movements in a given or first direction and in the opposite or second direction over said stretch of track which comprises a plurality of blocks one for each signal for each direction of traffic movements, the combination comprising, a first traffic control relay, a second traffic control relay, a plurality of direction stick relays one for each of said signals, means controlled by a train upon passing each of said signals while the signal is controlled to display a proceed indication for energizing the corresponding direction stick relay and for then retaining the direction stick relay energized while the train occupied the stretch of track between the corresponding signal and the next signal in advance which governs trafiic movements in the same direction as the corresponding signal, means responsive to a train approaching within a given distance in the rear of the first signal for said first direction for energizing said first trafiic control relay over a first main trafiic control circuit which includes a back contact of each of said direction stick relays, means controlled by said first traffic control relay while energized and by traffic responsive means for controlling each of said signals for said first direction to display a proceed indication if the first block in advance of the corresponding signal is unoccupied, means controlled by said direction stick relays for signals for traffic movements in said first direction upon becoming energized in response to a train moving over said stretch of track for retaining said first traffic control relay energized as long as said stretch of track then remains occupied, means responsive to a train approaching within a given distance in the rear of the first signal for said second direction for energizing said second trafiic control relay over a second main trafiic control circuit which includes said back contacts of said direction stick relays, means controlled by said second traffic control relay while energized and by traffic responsive means for controlling each of said signals for said second direction to display a proceed indication if the first block in advance of the corresponding signal is unoccupied, and means controlled by said direction stick relays for signals for traffic movements in said second direction upon becoming energized in response to a train moving over said stretch of track for retaining said second trafiic control relay energized as long as said stretch of track then remains occupied.

6. In railway traffic controlling apparatus for a stretch of railway track which is provided with a plurality of signals for governing traflic movements in a given or first direction and in the opposite or second direction over said stretch of track which comprises a plurality of blocks one for each signal for each direction of traffic movements, the combination comprising, a first traflic control relay, a second traffic control relay, a plurality of direction stick relays one for each of said signals, means controlled by a train upon passing each of said signals while the signal is controlled to display a proceed indication for energizing the corresponding direction stick relay and for then retaining the direction stick relay energized while the train occupies the stretch of track between the corresponding signal and the next signal in advance which governs traflic movements in the same direction as the corresponding signal, means for energizing said first traflic control relay over a first main trafiic control circuit which includes a back contact of each of said direction stick relays, means controlled by said first traflic control relay while energized and by traffic responsive means for controlling each of the signals for said first direction to display a proceed indication if the first block in advance of the corresponding signal is unoccupied, means controlled by said direction stick relays for signals for trafiic movements in said first direction upon becoming energized in response to a train moving over said stretch of track for retaining said first trafiic control relay energized over consecutively shorter portions of said first main trafiic control circuit, means for energizing said second traffic control relay over a second main traffic control circuit which includes said back contacts of said direction stick relays, means controlled by said second traffic control relay while energized and by traffic responsive means for controlling each of the signals for said second direction to display a proceed indication if the first block in advance of the corresponding signal is unoccupied, and means controlled by said direction stick relays for signals for trafiic movements in said second direction upon becoming energized in response to a train moving over said stretch of track for retaining said second traflic control relay energized over consecutively shorter portions of said second main trafiic control circuit.

7. In railway traffic controlling apparatus for a stretch of railway track which is provided with a plurality of signals for governing traffic movements in a given or first direction and in the opposite or second direction over said stretch of track which comprises a plurality of blocks one for each signal for each direction of trafiic movements, the combination comprising, a first and a second traffic control relay both of which are normally deenergized, a plurality of signal control relays one for each of said signals all normally deenergized, a plurality of direction stick relays one for each of said signals all normally deenergized, means controlled by a train upon passing each of said signals while the corresponding signal control relay is energized for energizing the correamnes a sponding direction stick relay, means controlled by the corresponding signal control .relay in its deenergized condition for then retaining the corresponding direction stick relay energized while the first block in vadvance of the corresponding signal is occupied, means for energizing said first traffic control relay over a first main traffic control circuit which includes a back contact of each of said direction stick relays, means controlled by said first trafiic control relay while energized and by traffic responsive means for the last block in said stretch of track for trafiic movements in said first direction for energizing the signal control relay for the signal which governs trafl'lc movements in said first direction over said last block if said last block is unoccupied, means controlled by each of said signal control relays when energized for efiecting energization of the signal control relay for the next signal for trafiic movements in the same direction in the rear of the corresponding signal if the block between the corresponding signal and the next signal in thetrear is unoccupied, means for energizing said second trafiic control relay over a second main traffic control circuit which includes a back contact of each of said direction stick relays, means controlled by said second traffic control relay while energized and by traffic responsive means for the last block in said stretch of track for trafiic movements in said second direction for energizing the signal control relay for the signal which governs trafiic movements in said second direction over said last block if said last block is unoccupied, means controlled by each of said direction stick relays for said first direction while energized for retaining said first traflic control relay energized, means controlled by each of said direction stick relays for said second direction while energized for retaining said second traific control relay energized, and means controlled by each of said signal control relays in the energized condition for controlling the corresponding signal to display a proceed indication.

8. In railway traffic controlling apparatus for a stretch of railway track which is provided with a plurality of signals for governing traffic movements in a given or first direction and in the opposite or second direction over said stretch of track which comprises a plurality of locks one for each signal for each direction of traffic movements, the combination comprising, a plurality of direction stick relays one for each of said signals, a first traffic control relay adjacent the leaving end of said stretch for traffic movements in said first direction, a first main traffic control circuit including a back contact of each of said direction stick relays supplied with current adjacent the entrance end of said stretch for traffic movements in said first direction for energizing said first traffic control relay, a second traffic control relay adjacent the leaving end of said stretch for trafiic movements in said second direction, a second main traffic control circuit including a back contact of each of said direction stick relays supplied with current adjacent the entrance end of said stretch for traffic movements in said second direction for energizing said second traflic control relay, means controlled by a train upon passing each of said signals while the signal is controlled to display a proceed indication for energizing the corresponding direction stick relay and for then retaining the corresponding direction stick relay energized while the train occupies the block for the corresponding signal, means controlled by said direction stick relays for signals for traffic movements in said first direction upon becoming energized in response to a train for retaining said first traffic control relay energized over consecutively shorter portions of said first main traific control circuit ahead of the train, means controlled by said direction stick relays for signals for traffic movements in said second direction upon becoming energized in response to a train for retaining said second traffic control relay energized over consecutively shorter portions of said second main 22 traific control circuit ahead of the train, and means controlled by each of said traffic control relays while energized and by trafiic responsive means for controlling each of the signals for the corresponding direction of trafi'ic movements to display a proceed indication if the block for the corresponding signal is unoccupied.

9. In railway trafiic controlling apparatus for a stretch of railway track containing a switch and provided with a plurality of signals for governing traffic movements in a given or first direction and in the opposite or second direction over said stretch of track, the combination comprising, a first and a second trafiic control relay normally connected in series with each other in a closed circuit path without a source of current, said first traffic control relay located adjacent the leaving end of said stretch for traffic movements in said first direction and said second traffic control relay located adjacent the leaving end of said stretch for traffic movements in said second direction, a first trafiic control circuit including a portion of said closed circuit path supplied with energy adjacent the entering end of said stretch for traffic movements in said first direction for energizing said first trafiic control relay, a second traffic control circuit including a portion of said closed circuit path supplied with energy adjacent the entering end of said stretch for traific movements in said second direction for energizing said second traffic control relay, a signal control relay for each of said signals, means controlled by each of said signal control relays when energized for controlling the corresponding signal to display a proceed indication, means controlled by said first traffic control relay while energized and by traffic responsive means for completing the control circuit for the signal control relay for each of said signals which governs tratfic movements in said first direction if a corresponding portion of said stretch of track is unoccupied, means controlled by said second traffic control relay while energized and by traffic responsive means for completing a control circuit for the signal control relay for each of said signals which governs traffic movements in said second direction if a corresponding portion of said stretch of track is unoccupied, an electric lock which when deenergized While said switch is in a normal position prevents movement of said switch to a reverse position, a first switch lock control relay for said first direction, .a secondswitch lock control relay for said second direction, a padlock, a switch indication relay, means controlled by said padlock for normally energizing said switch indication relay while said padlock is in position for locking said switch, said switch indication relay becoming deenergized when said padlock is removed for unlocking said switch, means controlled by said switch indication relay upon becoming deenergized for disconnecting the signal control relay for the signal in each direction from the switch which governs trafiic movements over said switch from the corresponding signal control circuit and connecting the corresponding switch lock control relay to each .of these signal control circuits, means controlled by said switch indication relay in the deenergized condition for supplying energy to said closed circuit path for energizing said first and second traflic control relays, and means controlled by said first and second switch lock control relays both in the energized condition for energizing said electric lock.

10. in railway trafiic controlling apparatus for a stretch of railway track containing a switch and provided with a plurality of signals for governing traific movements in a given or first direction and in the opposite or second direction over said stretch of track, the combination comprising, a first and a second traffic control relay, a plurality of direction stick relays one for each of said signals, a first traffic control circuit including a back contact of each of said direction stick relays for energizing said first traffic control relay, a second traffic control circuit including a back contact of each of said direction stick relays for energizing said second trafiic control relay,

means controlled by a train upon passing each of said signals while the signal is controlled to display a proceed indication for energizing the corresponding direction stick relay and for then retaining the corresponding direction stick relay energized while the train occupies the portion of said stretch between the corresponding signal and the next signal in advance, means controlled by said direction stick relays for signals for said first direction while energized for retaining said first traffic control relay energized, means controlled by said direction stick relays for signals for said second direction while energized for retaining said second traffic control relay energized, a signal control relay for each of said signals, means controlled by each of said signal control relays while energized for controlling the corresponding signal to display a proceed indication, means controlled by said first trafiic control relay while energized and by traffic responsive means for completing a control circuit for the signal control relay for each of said signals which governs tratfic movements in said first direction if a corresponding portion of said stretch of track is unoccupied, means controlled by said second traffic control relay while energized and by traffic responsive means for completing a control circuit for the signal control relay for each of said signals which governs traific movements in said second direction if a corresponding portion of said stretch of track is unoccupied, an electric lock which when deenergized While said switch is in a normal position locks said switch in that position, a first switch lock control relay for said first direction, a second switch lock control relay for said second direction, a padlock, a switch indication relay, means controlled by said padlock for energizing said switch indication relay while said padlock is in position for locking said switch, said switch indication relay becoming deenergized when said padlock is removed for unlocking said switch, means controlled by said switch indication relay upon becoming deenergized for disconnecting the signal control relay for the signal in each direction from said switch which governs traffic movements over said switch from the corresponding signal control circuit and connecting the corresponding switch lock control relay to each of these signal control circuits, means controlled by said switch indication relay in the deenergized condition for energizing both of said trafiic control relays, means controlled by said first and second switch lock control relays both in the energized condition for energizing said electric lock, a traffic stick relay, a pickup circuit for said traffic stick relay controlled by a back contact of said switch indication relay and by front contacts of said first and second switch lock control relays, a first and a second stick circuit for said traific stick relay controlled by a back contact of said switch indication relay and of said second switch lock control relay respectively, a third stick circuit for said trafiic stick relay controlled by a back contact of said first switch lock control relay and by a front contact of said second switch lock control relay, and means controlled by said traffic stick relay upon becoming energized for energizing both of said traffic control relays and for disconnecting the signal control relay for the signal in each direction from said switch which governs traffic movements over said switch from the corresponding signal control circuit and connecting the corresponding switch lock control relay to each of these signal control circuits.

11. In railway trafiic controlling apparatus for a stretch of railway track containing a switch and provided with a plurality of signals for governing trafiic movements in a given or first direction and in the opposite or second direction over said stretch of track, the combination comprising, a signal control relay for each of said signals, means controlled by each of said signal control relays while energized for controlling the corresponding signal to display a proceed indication, traffic control means for said first and second directions of trafiic movements, means controllable by operation of said traffic control means for said first direction and by traffic responsive means for completing a control circuit for the signal control relay for each of the signals for said first direction if a corresponding portion of said stretch of track is unoccupied, means controllable by operation of said tratfic control means for said second direction and by trafiic responsive means for completing a control circuit for the signal control relay for each of the signals for said second direction if a corresponding portion of said stretch of track is unoccupied, an electric lock which when deenergized while said switch is in a normal position locks said switch in that position, a first and a second switch lock control relay for said first and second directions respectively, a padlock, a switch indication relay, means controlled by said padlock for energizing said switch indication relay only while said padlock is in position for locking said switch, means controlled by said switch indication relay upon becoming deenergized for disconnecting the signal control relay for the signal in each direction from said switch which governs traffic movements over said switch from the corresponding signal control circuit and connecting the corresponding switch lock control relay to each of these circuits, means controlled by said switch indication relay in the deenergized condition for operating said traffic control means for both directions, and means controlled by said switch lock control relays both in the energized condition for energizing said electric lock.

12. In railway trafiic controlling apparatus for a stretch of railway track containing a switch and provided with a plurality of signals for governing trafiic movements in a given or first direction and in the opposite or second direction over said stretch of track, the combination comprising, a signal control relay for each of said signals, means controlled by each of said signal control relays while energized for controlling the corresponding signal to display a proceed indication, traffic control means for said first and second directions of traffic movements, means controllable by operation of said trafiic control means for said first direction and by traffic responsive means for completing a control circuit for the signal control relay for each of the signals for said first direction if a corresponding portion of said stretch of track is unoccupied, means controllable by operation of said traflic control means for said second direction and by traflic responsive means for completing a control circuit for the signal control relay for each of the signals for said second direction if a corresponding portion of said stretch of track is unoccupied, an electric lock which when deenergized while said switch is in a normal position locks said switch in that position, a first and a second switch lock control relay for said first and second directions respectively, a padlock, a switch indication relay, means controlled by said padlock for energizing said switch indication relay only while said padlock is in position for locking said switch, means controlled by said switch indication relay upon becoming deenergized for disconnecting the signal control relay for the signal in each direction from said switch which governs trafiic movements over said switch from the corresponding signal control circuit and connecting the corresponding switch lock control relay to each of these circuits, means controlled by said switch indication relay in the deenergized condition for operating said traffic control means for both directions, means controlled by said switch lock control relays both in the energized condition for energizing said electric lock, a traffic stick relay, a pickup circuit for said traffic stick relay controlled by a back contact of said switch indication relay and by front contacts of both said switch lock control relays, a first and a second stick circuit for said traffic stick relay controlled by a back contact of said switch indication relay and of said second switch lock control relay respectively, a third stick circuit for said trafiic stick relay controlled by a back contact of said first switch lock control relay and by a front contact of said second switch lock control relay, and means controlled by said trafiic stick relay upon becoming a 25 energized for operating said traffic control means for both directions.

13. In railway traffic controlling apparatus for a stretch of railway track containing a switch and provided with a plurality of signals for governing trafiic movements in a given or first direction and in the opposite or second direction over said stretch of track, the combination comprising, a first and a second trailic control relay, a plurality of direction stick relays one for each of said signals, a first traffic control circuit including a back contact of each of said direction stick relays for energizing said first traffic control relay, a second trafiic control circuit including a back contact of each of said direction stick relays for energizing said second trafiic control relay, means controlled by a train upon passing each of said signals while the signal is controlled to display a proceed indication for energizing the corresponding direction stick relay and for then retaining the corresponding direction stick relay energized while the train occupies the portion of said stretch between the corresponding signal and the next signal in advance, means controlled by said direction stick relays for signals for said first direction while energized for retaining said first tratfic control relay energized, means controlled by said direction stick relays for signals for said second direction while energized for retaining said second traffic control relay energized, a signal control relay for each of said signals, means controlled by each of said signal control relays while energized for controlling the corresponding signal to display a proceed indication, means controlled by said first traflic control relay while energized and by trafiic responsive means for completing a control circuit for the signal control relay for each of said signals which governs trafiic movements in said first direction if a corresponding portion of said stretch of track is unoccupied, means controlled by said second traffic control relay while energized and by trafiic responsive means for completing a control circuit for the signal control relay for each of said signals which governs trafiic movements in said second direction if a corresponding portion of said stretch of track is unoccupied, an electric lock which when deenergized while said switch is in a normal position locks said switch in that position, a first switch lock control relay for said first direction, a second switch lock control relay for said second direction, a padlock, a switch indication relay, means controlled by said padlock for energizing said switch indication relay while said padlock is in position for locking said switch, said switch indication relay becoming deenergized when said padlock is removed for unlocking said switch, means controlled by said switch indication relay upon becoming deenergized for disconnecting the signal control relay for the signal in each direction from said switch which governs traflic movements over said switch from the corresponding signal control circuit and connecting the corresponding switch lock control relay to each of these signal control circuits, means controlled by said switch indication relay in the deenergized condition for energizing both of said traflic control relays, means controlled by said first and second switch lock control relays both in the energized condition for energizing said electric lock, a first and a second auxiliary direction control relay for the signal which governs traflic movements in said first and second directions respectively over said switch, an energizing circuit for said first auxiliary direction control relay including a back contact of said first switch lock control relay in multiple with a front contact of said switch indication relay, a front contact of said first auxiliary direction control relay included in the energizing means for the direction stick relay for the corresponding signal, an energizing circuit for said second auxiliary direction control relay including a back contact of said second switch lock control relay in multiple with a front contact of said switch indication relay, a front contact of said second auxiliary direction control relay included in the energizing means for the direction stick relay for the corresponding signal, and traffic responsive means for keeping each of said auxiliary direction control relays energized while said stretch of track is occupied between the corresponding signal and said switch.

References Cited in the file of this patent UNITED STATES PATENTS 2,333,974 Bell Nov. 9, 1943 2,357,240 Van Horn Aug. 29, 1944 2,586,458 Failor Feb. 19, 1952 

